Railroad track

ABSTRACT

Each tie of a railroad track has flexurally stiff bracing elements extending in the direction of the track rails into both adjacent cribs. The bracing elements extend along the axis of symmetry extending longitudinally centered between the rails and/or under the rails. Preferably, two or more adjacent ties with the bracing elements are formed into a unit, for instance a cast reinforced concrete unit.

Unit States Patent 11 1 1111 3,762,641 Schubert 1 Oct. 2, 1973 [5RAILROAD TRACK 2,750,118 6/1956 Hastings 238/25 872,831 12/1907Longacre.... 238/26 [76] Inventor. Egon Schubert, Lalnzerstrasse3,289941 12/1966 Sonneville 238/116 2511/31 Vlenmh Austria 1,585,4195/1926 Ruse 238/115 [22] Filed. Dec 15 1971 3,680,777 2/1970 Arau 238/10E 1 1 p 208,087 Primary Examiner-Gerald M. Forlenza AssistantExaminer-Richard A. Bertsch [30] Foreign Application Priority DataAnomeymKurt Kelman Jan. 5, 1971 Austria A 34 [57] ABSTRACT [52] US. Cl.238/29, 238/10 R, 238/25, Each tie of a railroad track has fllexurallystiff bracing 238/116 elements extending in the directi1on of the trackrails [51] Int. Cl E0lb 2/00 into both adjacent cribs. The bracingelements extend [58] Field of Search 238/25, 26, 84, 85, along the axisof symmetry extending longitudinally 238/50, 52, 53, 24, 109, 115, 116,10 E centered between the rails and/or under the rails. Preferably, twoor more adjacent ties with the bracing ele- 156] I References Citedments are formed into a unit, for instance a cast rein- UNITED STATESPATENTS forced Concrete l,66(),605 2/1928 Ethcridge 238/109 5 Claims, 14Drawing Figures PAIENIEDnm 2191a SHEET 10F 3 THTFHJT RAILROAD TRACK Thepresent invention relates to improvements in railroad track comprisingtwo rails defining a track gage and a plurality of transverse tiessubtending the rails. Adjacent ties define cribs therebetween and theties extend beyond each of the rails by about one third of the gage.

It is known to substitute concrete ties for the traditionally usedwooden ties, the concrete ties being of a shape similar to that of thewooden ties. It has also been proposed to interconnect two adjacentconcrete ties by steel or concrete elements to form a unit of gridironshape. Tracks using such tie units exhibit little resistance to lateralmovement which is prevented only by the frictional engagement betweenthe ties and ballast, and the resistance offered by the lateral ends ofthe ties embedded in the ballast. Furthermore, the stiffness of thetrack in the vertical and horizontal directions is relatively low, beingderived solely from that of the rails. Therefor, such tracks requirerelatively frequent positional correction, i.e. grading and/or lining.

It has also been proposed to support track rails on longitudinallyextending, narrow concrete blocks which are interconnected bytransversely extending spacing elements mounted at intervals along thetrack. Such longitudinally extending rail supporting blocks may have aplurality of supports for the rails and the transverse spacing elementsmay be pivotally connected to the blocks. Whatever the interconnectionbetween the transverse spacing elements and the longitudinally extendingrail supporting blocks, it is difficult to maintain the gage of suchtracks. Furthermore, such tracks require different apparatus forbuilding and maintaing the track.

Furthermore, to absorb the considerable forces at rail joints, it hasbeen proposed to connect the two ties adjacent the joints to form agridiron including rail supporting and clamping plates extendingtransversely to the ties. The attachment of the plates to the ties hasunduly weakened the latter.

It has also been attempted to form ties into a gridiron shape byinterconnecting the outer ends ofa multiplicity of parallel steelcarrier elements by angle irons in an effort to increase the resistanceof the track to lateral movement. However, the angle irons increased thestiffness only slightly and, since they are embedded in the ballast,they are soon worn out and are difficult to control.

Finally, it has been proposed to arrange longitudinally extending tieelements between transversely extending track ties, and to unite theminto a gridiron or grating by means of the plates and bolts used tofasten the rails to the ties. The interconnection between thelongitudinally extending elements and the transverse ties is at theties, and the connection of the elements to the ties is not resistant toflexure even if the longitudinally extending tie elements are cruciform.Since the rail fastening means themselves are used for the connection,the tie gridirons cannot be mass produced off site but are assembledfrom separate parts on the site where the track is laid. Connections ofthis type tend to become loose rapidly so that this type of tie gridironhas found no acceptance.

Rails capable of sustaining high-speed traffic must rest on goodsupport. Such support has been provided experimentally by transverselyor longitudinally extending concrete blocks supporting the rails, or therails have been fastened directly to massive concrete bodies. Theconcrete rail carrier plates may thus extend in the direction of therails or transversely thereto. Such a rail support is quite rigid andprovides a good and long-lasting support for the rails. However, it isvery expensive in production and maintenance.

It is the primary object of this invention to provide a railroad trackof the initially indicated general type which shows improved resistanceto lateral displacement, whose tie portion may be readily transported,and which can be laid and maintained with traditional track maintenancemachinery.

The above and other objects are accomplished according to the inventionwith flexurally stiff bracing elements extending from each of the tiesin the direction of the rails into both adjacent cribs, thelongitudinally extending bracing elements being symmetrically ar rangedin respect of the axis of symmetry extending longitudinally centeredbetween the rails, i.e. the brac ing elements extend along this axisand/or under the rails.

The flexurally stiff bracing elements connected to the transverse tiesconsiderably increase the resistance of the track to lateraldisplacement and, furthermore, enable adjacent ties to be interconnectedin the cribs, which facilitates the connection.

The above and other objects, advantages and fea tures of the presentinvention will be more fully understood by reference to the followingdetailed description of certain now preferred embodiments thereof, takenin conjunction with the accompanying drawing wherein FIG. 1 is a topelevational view of a portion of a railroad track according to oneembodiment of this invention;

FIG. 2 is a section along line II-II of FIG. 1;

FIG. 3 is a view similar to that of FIG. 1 and showing anotherembodiment of the invention;

FIG. 4 is a section along line IV-IV of FIG. 3;

FIG. 5 is a view similar to that of FIG. I and showing yet anotherembodiment;

FIG. 6 is a section along line VI-VI of FIG. 5;

FIG. 7 is a view similar to that of FIG. 5 and showing a modification ofthe embodiment thereof;

FIG. 8 is a section along line VIII-,VIII of FIG. 7;

FIGS. 9, 10 and 12 are top views illustrating thr'ee embodiments ofconnections between adjacent tie bracing elements;

FIG. 11 is a section along line XI-XI of FIG. 10;

FIG. 13 is a section of one of the connection parts of the connection ofFIG. 12; and

FIG. 14 is a section along line XIV-XIV of FIG. 12.

Referring now to the drawing, wherein like reference numerals designatelike parts functioning in a like manner in all figures, reference willfirst be made to FIGS. 1 and 2. The railroad track is shown to comprisetwo rails l, l defining a track gage and a plurality of transverse ties2 subtending the rails. Adjacent ties define cribs of ballasttherebetween (not shown) and the ties extend by about one third of thegage beyond each of the rails. Each tie 2 has flexurally stiff or rigidbracing elements 3 extending in the direction of the rails into bothadjacent cribs. These bracing elements rest on, and frictionally engage,the ballast and this considerably increases the resistance of the trackto lateral displacement.

In the embodiment illustrated in FIG. 1, the longitudinally extendingbracing elements extend along the axis of symmetry of the track whichextends longitudinally centered between the rails. The bracing elements3 of two adjacent ties 2 are in alignment. The adjacent bracing elementsextending between the two adjacent ties have facing and abutting ends ofV-shape which conformingly engage each other to form an interlockedgrid-like support for the rails.

The ties and their bracing elements are integral parts and may be castof concrete, for instance, which makes mass production possible. Also,it will be noted that the centrally extending bracing elements will inno way interfere either with the laying or maintenance of the track byconventional track working machinery.

In the embodiment of FIGS. 3 and 4, the transverse ties are each formedof two concrete rails supports 2f, 2 interconnected by a steel rod 4.Longitudinally extending bracing elements 5 extend under the respectiverails, being symmetrically arranged in respect of the axis of symmetryof the track, the bracing elements being in alignment and adjacentbracing elements having abutting ends. Here, too, the crib spaces 6remain free for track work by traditional track correction machinery.

The embodiment of FIGS. 5 and 6 shows a transportable unity 7 ofgridiron shape wherein four adjacent ties 2 are interconnected by thelongitudinally extending bracing elements 3a extending between adjacentties along the axis of symmetry of the track and longitudinallyextending bracing elements 5a extending between adjacent ties under therespective rails 1, 1. Such flexurally stiff or rigid units may be massproduced in the factory and installed at the site where adjacent units 7may be connected to each other to form a track rail support of anydesired length (the connection between adjacent units not being shown inFIG. 5). Such rigid units will impart very high resistance to lateraldisplacement of the track and also impart to the track added rigidity ina vertical and horizontal direction. The length of the units 7 is soselected that they may be laid in track curves in the form of sides ofpolygons forming the arc of the curve and the superelevation may beformed by additional supports under the units. Sufficient spaces remainfree in the cribs to permit normal track maintenance operations, theuniformity of the crib width making it possible to use track tamperswhich tamp four ties simultaneously.

The modification of the unit shown in FIGS. 7 and 8 has the ties 2interconnected solely by a centrally extending bracing element 3a. Thisunit is cast of concrete to form an integral unit of ties and bracingelement and a longitudinally extending, stressed steel reinforcement 8is embedded in the concrete bracing element 3a. If desired, thereinforcing rod 8 may be prestressed.

FIG. 9 illustrates one embodiment of a connection between adjacent units7 which have been described in connection with FIG. 5. In thisembodiment, stressed steel reinforcements 8a extend longitudinally inthe concrete bracing elements 5a, the unit being integrally cast ofconcrete, and projecting ends of the steel reinforcing rods 8a, whichextend from the facing ends of the aligned bracing elements 50 betweenadjacent ties of adjacent units, constitute threaded bolts. A turnbuckle10 is threadedly mounted on the bolts 9, 9 and may be turned to stressthe reinforcing rods.

FIGS. 10 and 11 show another embodiment of interconnecting adjacent tieunits, one unit comprising tie 2a with bracing element 5a extendingunder rail 1 and the other unit comprising tie 2b with aligned bracingelement 512. In this connection between facing ends of the bracingelements, a U-shaped steel connector 11 extends from the end of bracingelement 5a while a tenon or stud 12 extends from the end of bracingelement 5b and is engaged between the legs of U-shaped connector 11. Atransverse connecting member 13 in the form of a split pin extendsthrough the legs of the U-shaped connector and over the tenon to formthe connection. This connection makes it possible to displace the twoconnected units relative to each other in the direction of the rails,which is necessary in track curves. In straight track sections, theconnecting member 13 could extend through the tenon to provide animmobile connection.

FIGS. 12 to 14 illustrate yet another type of connection. In thisembodiment, the facing ends of bracing elements 5a, 5b are inwardlytapering, Le. of frustoconical or frusto-pyramidal shape, and a sheetmetal trough l4 encloses the two tapering bracing element ends on threesides and is open on top, the shape of the trough being best shown inFIG. I4. In installing this connection, the trough 14 may be fastened tothe end of bracing element 5a, for instance, by means of a cross bolt15. The trough then serves as a guide for placing the end of adjacentbracing element 5b into juxtaposition, whereupon bolt 16 is fastened tomake the con nection. If a flexurally stiff connection is desired, themetal trough is fitted conformingly about the bracing element ends andis filled with an adhesive mass, such as a synthetic resin, whichhardens into a solid mass.

I claim:

I. A railroad track comprising two rails defining a track gage and aplurality of transverse ties subtending the rails, adjacent ones of theties defining cribs therebetween, and the ties extending beyond each ofthe rails by about one third of the gage, the track having an axis ofsymmetry extending longitudinally centered between the rails, each ofthe ties having flexurally stiff bracing elements extending in thedirection of the rails into both adjacent cribs, the longitudinallyextending bracing elements being symmetrically arranged in respect ofthe axis of symmetry and the longitudinally extending bracing elementsof two adjacent ones of the ties being in alignment, adjacent ones ofthe bracing elements extending between the two adjacent ties havingfacing ends, and comprising a U-shaped connector element extending fromone of the facing ends, a tenon extendingfrom the other facing end, thetenon being 'en-' gaged between the legs of the U-shaped connectorelement, and a transverse connecting member extending through the legsof the U-shaped connector element and holding the tenon to form aconnection therebetween.

2. The railroad track .of claim ll, wherein two adjacent ones of saidties and their bracing elements constitute an integral unit.

3. The railroad track of claim 2, wherein said unit is of cast concrete.

4. The railroad track of claim 3, further comprising longitudinallyextending, stressed steel reinforcements in the concrete bracingelements.

5. A railroad track comprising two rails defining a track gage and aplurality of transverse ties subtending the rails, adjacent ones of theties defining cribs therebetween, and the ties extending beyond each ofthe ements extending between the two adjacent ties having facinginwardly tapering ends, and comprising a sheet metal trough enclosingthe two tapering bracing element ends on three sides and beingopen ontop, fastening means for affixing the trough to the bracing elementends, and an adhesive synthetic resin mass filling the trough.

1. A railroad track comprising two rails defining a track gage and aplurality of transverse ties subtending the rails, adjacent ones of theties defining cribs therebetween, and the ties extending beyond each ofthe rails by about one third of the gage, the track having an axis ofsymmetry extending longitudinally centered between the rails, each ofthe ties having flexurally stiff bracing elements extending in thedirection of the rails into both adjacent cribs, the longitudinallyextending bracing elements being symmetrically arranged in respect ofthe axis of symmetry and the longitudinally extending bracing elementsof two adjacent ones of the ties being in alignment, adjacent ones ofthe bracing elements extending between the two adjacent ties havingfacing ends, and comprising a U-shaped connector element extending fromone of the facing ends, a tenon extending from the other facing end, thetenon being engaged between the legs of the U-shaped connector element,and a transverse connecting member extending through the legs of theU-shaped connector element and holding the tenon to form a connectiontherebetween.
 2. The railroad track of claim 1, wherein two adjacentones of said ties and their bracing elements constitute an integralunit.
 3. The railroad track of claim 2, wherein said unit is of castconcrete.
 4. The railroad track of claim 3, further comprisinglongitudinally extending, stressed steel reinforcements in the concretebracing elements.
 5. A railroad track comprising two rails defining atrack gage and a plurality of transverse ties subtending the rails,adjacent ones of the ties defining cribs therebetween, and the tiesextending beyond each of the rails by about one third of the gage, thetrack having an axis of symmetry extending longitudinally centeredbetween the rails, each of the ties having flexurally stiff bracingelements extending in the direction of the rails into both adjacentcribs, the longitudinally extending bracing elements being symmetricallyarranged in respect of the axis of symmetry and the longitudinallyextending bracing elements of two adjacent ones of the ties being inalignment, adjacent ones of the bracing elements extending between thetwo adjacent ties having facing inwardly tapering ends, and comprising asheet metal trough enclosing the two tapering bracing element ends onthree sides and being open on top, fastening means for affixing thetrough to the bracing element ends, and an adhesive synthetic resin massfilling the trough.